Thrust bearing



A. F. HICKMAN THRUS T BEARING Feb. 17, 1953 Original Filed May '23, 1946 2 SHEETS-SHEET l A. F. HICKMAN THRUST BEARING Feb. 17, 1953 2 sHEETs-sHEET 2 Original Filed May 25, 1946 i 1,. MN. 3.. M Q? Patented Feb. 17, 1953 THRUST BEARIN G Albert F. Hickman, Eden, N. Y., assignor to Hickman Industries Inc., Eden, N. Y., a corporation of New York Original application May 23, 1946, Serial No. 671,869, now Patent No. 2,542,026, dated February 20, 1951. Divided and this application February 19, 1951, Serial No. 211,603

1 Claim. (01. 308-163) This invention relates to a thrust bearing adapted for use in a torsion rod spring suspension and more particularly to such a thrust bearing for a torsion rod spring suspension in which a dirt seal, shock absorber and automatic'bearing adjuster are combined.

1 This application is a division of my copendin-g application, Serial No. 671,869, filed May 23, 1946,

now Patent No. 2,542,026, dated February 20, 1951, for Torsion Rod Spring Suspension for Vehicles.

One of the principal objects of the present invention is to provide a combined dirt seal, shock absorber and automatic bearing adjuster for each of the bearings between the axle and body of the vehicle.

Another object is to provide a thrust bearing which can easily be assembled and reassembled.

" Another object is to provide a thrust bearing which willstand up under conditions of severe and constant use with very little servicing. Other objects and advantages will be readily apparent from the following description and drawings in which:

i Fig. 1 is a fragmentary top plan view of the rear end of the frame of a vehicle supported on the rear axle by a torsion rod spring suspension having a thrust bearing embodying my invention. Fig. 2 is a fragmentary vertical sectional View thereof, taken generally on line 22, Fig. 1.

Fig. 3 is a fragmentary enlarged laid out section of axle bracket, shackle structure and crank arm connecting each end of the rear axle with the frame of the vehicle shown in Fig. 2.

Fig. 4 is a radial section through one of the combined dirt seal, shock absorber and automatic bearing adjuster forming part of the rear wheel suspension, this part being designated at 6|).

The main frame l of the vehicle chassis is shown as constituted of the usual pair of longitudinal horizontal side frame bars in the form of inwardly facing channels |'6 which are connected by cross bars l8. The entire vehicle chassis, together with its rear wheel spring suspension, is constructed substantially symmetrically about a vertical longitudinal medial plane, and hence it isdeemed sufficient to confine the following description to the one (left) side of the rear portion of the vehicle, itbeing understood that this description applies to the opposite (right) side of the vehicle.

The rear end of the chassis frame is sup-' ported by a drive axle housing l9 in turn supported by dual wheels at its opposite ends. As

best shown in Figs. 2 and 3 a lJ-shaped axle bracket 2| is fast to each end of the axle housing l9, this axle bracket having horizontal arms 22 arm pivot pin 31.

extending fore and aft of the rear axle housing and having upwardly extending extremities 23. These brackets are fixed to the axle housing |9 immediately. inside of the drive wheels 26 and, these extremities slant inwardly .or toward the side bars l6 of the chassis frame instead of being vertically disposed.

The upwardly extending arms or extremities 23 of each axle bracket 2| carry an axle pivot pin 24 which, as best shown in Fig. 3, has a head 25 at one end on which'is welded a pin 26, this pin projecting into a groove in the adjacent axle bracket arm 2-3 and to prevent the axle pivot pin 2-4 from turning. A loose pin 27 can be provided between the opposite end of the axle pivot pin 24 and the opposite arm 23 of the axle bracket to prevent relative rotation of these parts and the axle pivot pin can be retained in position by a nut 28 threaded thereon. The headed end of the axle pivot pin 24 can be mounted in the corresponding arm 23 of the axle bracket 2| through a sleeve or bushing '29 having a radial enlargement at its inner end to provide a thrust bearing face, the thrust against this enlargement being transmitted to the head 25 of the axle pivot pin. The opposite end of the axle pivot pin is carried by a sleeve or bushing 30 having a radial enlargement at its inner end to provide a thrust bearing face, this enlargement being disposed in engagement with the adjacent arm 23 of the axle bracket 2|. The threaded end of the axle pivot pin 24 which carries the nut 28 is reduced to provide an annular shoulder 3| bearing against the thrust bushing or collar 30.

Each axle pivot pin 24 carries a plurality of bearing bushings 32, each preferably being made of lubricant impregnated material held in a cylindrical metal shell. These bearing bushings are fitted in the opposite end of thebore 33 through the tubular cross part 34 of the shackle structure 35. Shackle arms as. are integrally formed with the opposite ends of the tubular cross part 3 of the-shackle structure and the opposite ends of these shackle arms carry a crank One end of this crank arm pivot pin 3'! is provided with a head 33 in which is welded a pin 38 fitting in a groove provided in the adjacent shackle :arm 36 so as to prevent the crank arm pivot pin from turning. The headed end of the crank arm pivot pin 3'! is mounted in the arm through a sleeve or bushing 46, this being similar to the sleeve or bushing 29 and having a radial enlargement at its inner end to provide a thrust bearing face, the thrust against this enlargement being transmitted to the head 38 of the crank arm pivot pin. The opposite end of this crank arm pivot pin 31 is carried by a sleeve or bushing 4| having a radial enlargement at its inner end to provide a thrust bearing face, this enlargement being disposed in engagement with the adjacent shackle .arm 36. The adjacent end of the crank arm pivot'pin 3'! is reduced to .provide an annular shoulder 42 bearing against the thrust bushing or collar 4| and is threaded to receive a nut 43 which bears, through a suitable lock washer, against the outer face of the adjacent shackle arm 36.

The crank arm pivot pin 31 carries a plurality of bearing bushings 44, these bearing bushings preferably being identical withthe bearing bushings 32 and being made of a lubricant impregnated material contained within a cylindrical 1- metal shell. These bearing bushings 44 are fitted in the opposite ends of a bore 45 through the cylindrical offset portion 46 of the crank arm indicated generally :at 41. While this crank arm can be made of Welded tubing, it is shown as being in theform of aitubular forging or casting.

In each of these coaxialiful'crum ends '48 of the crank arm 41 is "pinned, as indicated :at 49, the "stem '50 of a ball .5I,:and held in position by nuts (not shown). Each of these *ball and socket Ebearings, indicated generally at 52, includes a housing or casing 53 which can be secured to the :side bar I 8 of :the chassis frame in any suitable manner.

A feature of the invention resides in the form, and m'ounting for the combined rubber dirt seal shock absorber and automatic bearing adapter illustrated in Fig. '4. 'This'isin the form of a ring 6110f rubber or like soft, i'resilient plastic material and having-a concentric b'oretl somewhat larger than theenlarged partsof each axle pivot pin 24 and crank arm pivot pin 31. At one .side this ring is provided with an axially extending peripheral flange -62 and its opposite side is pro vided with aseries of concentric annular grooves or flutes :83. One of these rings '60, as best shown in Fig.3, is flttedover'each end of each axle pivot pin 24 and crank arm -pivotpin 31 and is interposed between the tubular housing for this pin and an adjacent thrust bearing 65, each of these thrust bearings being disposed against the face of the radial enlargement of the corresponding thrust sleeve 29, 30, 40, 4|. .The flanges E2 of these rubber rings 60 extend over these thrust bearings to provide dust seal therefor and the body of these ringsare compressed between these bearings and the adjacent ends of the tubular housings for the pins 24 and 31.

Afurther feature of the invention .residesin the use of the combined dirt seal,.shock absorber and .friction regulator or automatic bearing adjuster shown in Fig. 4 in the manner shown in Fig. 3 and which also allows the shackle bolts and nuts to be tightened to a predetermined metal-tometal stop with reasonably'brcad machine toler- 'ances for all metal parts.

In acting as a dirt seal, since the rubber is molded with the flutes "Gil on one or both sides, a 10W initial rate of compression is established for any direction. After the flutes 63 have flattened out the compression rate jumps very high. This jump in the compression rate insures maintaining the dust sealsat'both ends of the pins 24 and 311 when'the assembly issubjected to-end thrusts. Thus when 'a heavy'thrust load is applied to the rubber seal 50 at one end of the assembly, the oppositerubberseal 60 must expand a sufficient amount :to insure against any opening from the pin bearings to the atmosphere. This expansion is insured by the high rate of compression en- 4 countered in the compressed rubber seal after its flutes have been flattened out.

Another important advantage of the flutes 63 on the rubber disks 60 "is in the facttha't rubber, especially the present synthetic rubbers, takes a permanent set over a period of years of 40% or more. The flutes permit the assembly of the suspension with sufiicient precompression on the rubber disks 60 to anticipate the permanent set and also to'withstand the brake thrust reactions without heavy static thrust loads on the end bearings. The fluted design of the disks 60 makes the unit foolproof in assembly or reassembly"becauseiit is merely necessary to tighten the nuts .cf the shackle pins 24, 31 to a dead stop after which they are locked in place by the cotter pins.

In acting as shock absorbers, because of the precompression of the disks 60 ta'predetermined pressure is at all times imposed between the thrust bearings for the shackle pins 24, 3'! and the shackle and axle brackets, respectively. Any

substantial degree of rotation of the shackle bracket is thereby resisted by the friction imposed bythe rubber-'disks fifl. On the'other hand with slight vibrations or movements of the shackle structures the rubber disks 60 will flex tcrsionally around the shackle pins before the resistance of the rubber is suificient to cause action of the friction thrust bearings. By this means the vehicle isresiliently free from friction for the small irregularities in the road to provide a friction free boulevard ride, and at the same time the rubber disks 60 act to check frictionally movements caused by large irregularities.

From the foregoing -it will be seen that the present invention provides a unique combined rubber dirt seal, shock absorber and automatic bearing adjusterfor each of the bearings between the axle and body of :the vehicle in'a torsion rod spring suspension.

I claim: Ina vehicle spring susp'ension'for *connecting the frame'and'wh'eeled axle of 'a vehicle, a'thrust bearing for a pin journalled in one'part'with its opposite ends projecting therefrom and "said opposite ends being secured 'to another part, comprising an annular thrust bearing disk surrounding each projecting end of .said pin 'and interposed between said parts and having bearing engagement with a thrust bearing face on said another part, an aperturedrubber disksurrounding each end ofsaid pin and compressedbetween said annular thrust disk and said one part and an annular peripherial flange integral with said rubber disk and extending axially to embrace and provide adirt seal for said thrust bearing disk.

ALBERT SF. HICKMAN.

.REFERENCES CITED The following references are of record-in the file of this patent:

UNITED STATES PATENTS.

Number Name 'Date 2,087,543 Nallinger July 20, I937 2,328,868 Weiss Sept. "7, 1943 2,344,983 Fageol Mar. 28, 1944 2,481,430 Koller Sept. 6, 1949 FOREIGN PATENTS Num e Country Date 741,746 France Dec. 13, 1932 

